Railway switch controlling apparatus



mifififi a. m n a fi u a fm 67 .5 M? Q I I a L 2 M; \NN MB R. A. M CANN RAILWAY SWITCH CONTROLLING APPARATUS Filed April 3, 1945 Feb. 6, 1945.

66% $6 6& www w w Patented Feb. 6, 1945 RAILWAY SWITCH CONTROLLING APPARATUS Ronald A. McCann, The Union Switch Swissvale, Pa., assignor to & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application April 3, 1943, Ser ial,No. 481,715

11 Claims.

My invention relates to railway switch controlling apparatus, and particularly to emergency control apparatus for at times effecting operation of a switch.

In power operated switch control apparatus, the control circuits which regularly effect operation of a switch between its'normal and reverse positions are commonly controlled in part by a relay which is known as a switch locking relay. The switch locking relay is in turn controlled in part by one or more trafiic responsive relays so as to be normally energized but to become deenergized in response to the presence of a train. In an emergency, it is sometimes desirable to effect operation of a track switch even though its switch locking relay'is deenergized.

One feature of my invention is the provision of novel and improved means for effecting operation of a switch in such an emergency, in which it is necessary to operate the emergency release apparatus for each operation of a switch between its normal and reverse positions.

Another feature of my invention is in the means provided to prevent the regular control circuits from becoming closed during emergency control of the switch.

I shall describe one form of apparatus embodying my invention, and shall then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view showing one form of apparatus embodying my invention, in which a push-pull circuit controller is used for controlling an emergency release stick relay and a time element device for arranging emergency controlcircuits for effecting operation of a pair of track switches in a crossover.

Referring to the drawing, a track plan is shown in Fig. 1a, in which twoparallel tracks are interconnected by a crossover through switches designated by the reference characters AI Bl. In order to simplify the drawing, eachtrack, comprising two parallel series of track rails, is represented by a single line.

Each of these tracks is divided into sections by insulated "joints designated by the reference character 9. The section of track in which switch Al is located is designated by the reference character AIT, and the section in whichswitch BI is located is designated by the reference character Bl T. Each of the sections AIT and BIT is provided with a track circuit including a suitable source of current, such as abattery 5 0, connected across the rails adjacent one end of the section, and a track relay designated by the reference and character AIR or BIR, respectively, connected across the rails adjacent the opposite end of the section.

'Traffic movements inopposite directionsover these sectionsof track are governed by signals designated by the reference characters 2, 4, 6 and 8. These signals may be of any suitable design such, for example, as thesearchlight type.

The contacts operated by the various relays and other control devices are identified by numbers, each such number having a distinguishing prefix from which it is separated by a dash when the associated'contact is shown apart from the relay or other device by which it. is operated, except when the associated contact is shown grouped with another contact of the same relay or other device having a distinguishing prefix. The prefix for each of these contact numbers comprises the reference character for the relay or other device by which the associated contact is operated. For example, contact I 8-22, shown in the upper left-hand portion of the drawing in the control circuits for relay IVP, is identified by the number 22 which is separated by a dash from the prefix IS which is the reference character for relay I S by whichthis contact is operated. Contacts 34 and 35, operated by the same relay IS, are shown grouped with contact IS--22,

and therefore the prefix is omitted from these contact numbers.

Switches Al and BI are operable to their nor: mal positions, in which they are shown in the drawing, or to the opposite or reverse positions, by mechanisms designated by the reference characters AlM-and'BlM, respectively. Mechanisms AIM and BIM are in turn controlled by a polar ized switch control relay lW.

Relay IW is regularly energized in the normal or the reverse direction by circuits controlled by a switch locking relay lLS in the energized conditionyand by a polarized lever repeater relay IVP, as well as by other'relays bywhich relay, IV]? is also controlled, as will be referred to later. Relay ILS has a pick-up and a stick circuit controlled bythe traffic responsive track relays AIR and BIR, and by time locking stick relays 2A8, 4A8; GAS, and 8A3 associated withsignals 2, 4, 6 and 8, respectively. The pick-up circuit for relay [L8 is also controlled by a normally closed contact I! bf a switch control device IV here shown as a lever. Relays 2AS, AAS, GAS and 8A8 may be controlled similarly torelay 2A5 shown in Fig. 1F of Letters Patent of the United States No. 2,301,297, granted November 10, 1942,

.tions, respectively. Lever as a push button IPB, as

ILS. Relay IS also 1 push-pull type Letters Patent of the United States No. 2,295,301,

j a mid stroke position, contacts 40 and 4B.

I to Lloyd V. Lewis for Railway trafiic controlling patent, relays IVP and IW may be controlled by other means instead of by the route selector.

and exit stick relays. The route selector and exit stick relays may be controlled similarly to such relays shown in Figs. 1A and 1B of the Lewis patent.

In apparatus embodying my invention, relays 1VP and 1W are also controlled by an emergency release stick relay 1S.

Lever IV has a center position which it normally occupies, and has N and R control positions to which it may be moved to effect operation of switches Al and B1 to normal and reverse posi- IV also has a latch contract GI which is normally closed, but which opens during movement of lever IV to its N or its R position, and which then again closes when lever IV reachesthe N or the R position.

Relay IS has a pick-up circuit controlled by an emergency release circuit controller, here shown well as by the time looking stick relays and by a back contact of relay has a stick circuit controlled by contact II of lever IV, by relay IVP, and by "normal and reverse switch indication relays INC and IRC, respectively, as well as by a back con- 1 tact of relay ILS.

Push button circuit controller IPB is of the such, for example, as shown in granted September 8, 1942, to W. E. Smith'for Circuit controllers. Controller IPB is biased to and has two normally open Contact 40 becomes closed when controller IPBis pushed in, and contact 46 is closed when controller IPB is pulled out.

A time element device, shown as a relay IER,

, is controlled by a circuit which includes contact 46 of controller IPB and also a front contact of relay IS.

one shown in the Lewis route selector and exit stick relays are deenergized. I

The pick-up and stick circuits for switch locking relay ILS are both closed. The pick-up cirthrough the front point of contact 45 of relay passes from terminal B,

ILS to terminal 0,

The circuit by which relay INC is energized through contacts IP-I8 and I9, winding of relay INC, and contact of relay IW to terminal 0.

A polarized switch indication relay IP is controlled similarly to relay 'IWP described in the Lewis patent, so as to be energized by current of normal polarity when switches AI and BI are in their normal positions and to be energized by ourrent of reverse polarity when switches AI and BI are in their reverse positions. Normal and reverse switch indication relays INC and IRC, re-

spectively, are controlled by relays IP and IW.

Having described, in general, the arrangement I and control of the apparatus shown by the accompanying drawing, I shall now describe, in detail, its operation.

As shown by the drawing, all parts are in their normal condition, that is, switches AI and BI are in their normal positions; all signals are indicating stop; track sections AIT and BIT are unoccupied; lever IV is in its center position C; circuit controller IPB is in its biased mid stroke position; relays AIR, BIR, INC, ILS, ZAS, IAS, 5AS and BAS are energized; relay IP is energized by current of normal polarity; and time element device v IER, and relays IVP, IW, IRC and IS, and the gized in the I shall first assume that a leverman arranges for a train to pass signal 2, over switches AI and BI reversed, by efiecting' energization of route selector relay IRE and exit stick relay SXS. Relay IVP therefore becomes energized by its reverse control circuit passing from terminal B, through contact ILS-2 I, right-hand portion of the winding of relay IVP, contacts 23 and 24 of relays IRE and BXS, respectively, and contact 25 of relay IS to terminal 0. Relay IW then becomes energized by its reverse control circuit passing from terminal B, through contact 26 of relay IVP closed in the reverse or right-hand position, front point of contact 21 of relay ILS, winding of relay IW, front point of contact 23 of relay ILS, contact 29 of relay IV? in the right-hand position, and contacts 23, 24 and 25 of relays IRE, BXS and IS, respectively, to terminal 0.

With relay IW energized in the reverse direction, mechanisms AIM and BIM are energized, for moving switches AI and BI to the reverse positions, by a circuit passing from terminal B, through contact IW-30, contact 3I of relay IW closed in the right-hand position, and mechanisms AIM and BIM to terminal 0.

Upon the completion of the operation of switches AI and BI to the reverse position, relay IP will become energized in the reverse direction. Relay IRC will then become energized by its circuit passing from terminal B, through contact IP-I8, contact I9 of relay IP closed in the righthand position, winding of relay IRC, and contact 20 of relay IW to terminal 0.

Signal 2 willthen be operated to the proceed position, causing relay 2AS to become deenergized similarly to the manner shown in the Lewis patent referred to. Relay energized-due to the opening of contact I4 of relay ZAS.

With relay ILS deenergized and relay IP enerreverse direction, the reverse stick circuit for relay IW will become closed, passing from terminal B, through contact IW-32 and contact 33 of relay IP closed in the reverse or right-hand position, back points of contacts 34 and 2? of relays IS and'ILS, respectively, winding of relay IW, back points of contacts 28 and 35 of relays ILS and IS, respectively, and contact IP5l closed in the reverse position, to terminal O.

I shallnow assume that all parts of the apparatus are again returned to the normal condition, and that relay AIR becomes deenergized due to a failure in the track circuit for section AIT such, for examplaas due to a broken connection between the track battery I0 and the rails of the section. Contact AIR-I6 will there- ILS will therefore become de- "2,368,166 fore be open, causing relay ILS to be deenergized.

I shall further assume that a leverman attempts to arrange for a train to move past signal 2 over switches AI and BI 'reversed,'-as before, by efiecting energization of route selector relay IRE and exit stick relay SXS. With relay ILS deenergized, the circuit previously traced for relay IVP is open at contact ILS-2I, and hence relay IVP cannot become energized by its regular reverse control circuit'pr'eviously traced.

. winding of relay 1 S, and the back point of contact 45 of relay ILS to terminal 0. Relay IS, upon becoming energized, opens its back contact 25 in the regular control circuits previously traced for relays WP and IW, thereby preventing energization of these relays by their regular control circuits while the switches are under emergency control. I

With relay IS energized, and with lever IV in its R position, relay IVP will become energized by its emergency reverse controlc'ircuit passing from terminal 13, through contact I S22, right. hand portion of the winding of relay IVP, and contact I! of lever 1V closed in the R position, to terminal 0. Circuitcontroller iPB may now be released to permit it to return to its mid-stroke position, because the stick circuit for relay IS will be closed, passing from terminal B, through contact M of lever l V, contact IVE-42 closed in the right-hand position, contact IRC-43, contact 44 I of relay IS, winding of relay IS, and the back point of contact 45 of relay ILS to terminal 0.

The leverman will then pull circuit controller IPB out to close its contact 46 and thereby complete an energizing circuit for time element device IER, passing from terminal B, through contacts 36, 37, 38 and 39 of relays 8AS, BAS, 4AS

and ZAS, respectively, contact 48 of controller EPB, contact 47 of relay IS,,and the winding of device IER to terminal 0. It will be necessary for the leverman to hold controller IPBin this position until time element device or relay IER. has had time to close its contacts and thereby complete an emergency reverse control circuit for relay IW, passing from terminal B, through contact 25 of relay IVP in the right-hand position, contact 08 of relay IER, front point of contact 34 of relay IS, back point of contact 21 of relay ILS, winding of relay IW, back point of contact 28 of relay ILS, front point ofIcontact 35 of relay IS, contact IER-49, contact 29 of relay IVP closed in the right-hand position, and contact I! of lever .IV closed in the R position to terminal 0.

With relay IW thus energized by current of reverse polarity, mechanisms AIM and BIM will become energizeclfor operating switches AI and BI to their reverse positions as previously described. Relay IP will then become energized in the reverse direction, and relay IRC' will become energized as previously described. Relay IRC, upon becoming energized, opens its back contact IRC-43, thereby breaking the stick circuit previously traced for relay IS and causing relay IS to become deenergized.

I shall next assume that all parts of the apparatus are again returned to the normal condition, that the track circuit for section AIT then fails,

and that again the leverman attempts'ato effect operation of switches AI and BI to the reverse position by meansof the emergency control ap Daratus. I shall further assume that due. to some obstruction, for example, one of the switches does not complete its operation to the reverse position,

and that therefore relay IRC does not become energized. I shall also assume that while relay IS is therefore still energized bylits stick circuit, the leverman attempts toreturn switches A1 and BI to the normal position by merely moving lever .lV to its N position. Movement of lever IV to the N position opens contact, deenergizing relay iS. It willtherefore be necessary for the leverman to again push circuit controller IPB in to close its contact 40, as previously described, in order to return switches Al and BI tothe normal position.

From the foregoing description and the accomate the emergency release circuit controller IPB each time an attempt ,is made to operate a switch toits normal or its reverse positionwhile the switch is under emergency control. Energization of emergency release stick relay IS opens itsback contact in the regular control circuits, thus pre' modifications may be made therein within the scope of the appended claims without-departing from the spirit and scope of my invention.

Having thu described my invention, whatI claim is: i

1. In railway switch controlling. apparatus 40 including a polarized switch control relay for of: j

fecting operations of a. given switch to normal and reverse positions according as said'polarize'd relay becomes energized by current of normal or reverse polarity respectively, including means for normally effecting a change in energization of said switch controlv relay only if a switch locking relay controlled by traflic responsive means is energized, the combination comprising, an emergency release stick relay, a manually controllable pick-up circuit for energizing-said emergency release stick relay if said switch locking relay is deenergized, a switch control lever having normal and reverse switch control positions, a polarized lever repeater relay, normal and reverse control circuits controlled by a front contact of said emergency release stick relay and by said lever in its normal and reverse control positions for energizing said. lever repeater relay by current of normal and reverse polarity respectively, a time element device controlled by said emergency release stick relay, and normal and reverse control circuits controlledby said emergency release sticlcrelay in the energized condition andby said time element device upon time element device becomes energized for ener gizing said switch control relay by current of normal or reverse polarity if said leveris in its nor mal orits reverse position respectively. 2, In railway switch controlling apparatus including regular control means for effecting operations of a given switch to normal and reverse positions only if a given switch locking relay controlled by traffic responsive means is energized, 3 including a switch control devicehaving normal panying drawing, it follows that in apparatus embodying my invention, it is necessary to open;

Although I have herein shown and described a front contact of the lapse of ameasured period of time after said i and reverse control positions for controlling operations of said switch to its normal and reverse positions, the combination comprising, an emer- 1 gency release stick relay, a manually controllable pick-up circuit for energizing said emergency rei lease stick relay if said switch locking relay is deenergized, a'stick circuit for retaining said emergency release stick relay energized as long as said switch locking relay is deenergized and said switch control device remains in one of its .saidswitch locking relay connected in multiple cluding said polarized repeater relay for effecting control positions, and emergency control means including a contact of said emergency release. 5 stick relay for effecting operations of said given i switch while said switch locking relay is deenergized.

3. In railway ations of a given switch to normal and reverse positions only if a given switch locking relay device operable to'a first or a second control position, a pick-up circuit for said emergency reswitch controlling apparatus including regular control means for effecting opercontrolled by traffic responsive means is energized, including a switch control device having normal and reverse control positions, the combination comprising, an emergency manual control lease stick relay controlled by a back contact of said switch locking relay and by said emergency manual control device in its first control position, a stick circuit for said emergency re lease stick relay controlled by a back contact ofv said switch locking relay for retaining said emergency release stick relay energized if said switch control device is left in one of its control positions, a time element device controlled by a front contact of said emergency release stick relay ands by said emergency manual control device in its second control position, and emergency control means controlled by a front contact oi said emergency release stick relay and by said time element device for efiecting operations of said given switch while said switch locking relay is deen ergized.

4. In railway switch controlling apparatus including regular control means for efiecting operations of a'given switch to normal and re-; verse positions, the combination comprising, an,

emergency release stick relay, an emergency control device biased to a normal position but manually operable to a first and a second control posi-.

tion, a pick-up and a stick circuit for energizing said emergency release stick relay under a given traific condition which prevents the regular control means from effecting operations of said given switch and said pick-up circuit also controlled by said emergency control device in its first control position, a time element device controlled by v said emergency control device in its second con trol position, and emergency control means con-' trolled by a front contact of said emergency release stick relay and by said time element device for effecting operations of said given switch.

5. In railway switch controlling apparatus including a switch locking relay, the combination comprising, a manual switch control device hav-' ing a neutral position and a normal and a re; verse control position, a, pick-up and a stick circuit for energizing saidswitch lockingrelay under given traffic conditions and the pick-up cir cuit also controlled by the neutral contact of said manual switch control device, a polarized repeater relay, a manually controllable emergency release contact, normal and reverse control cir- 1 cuits controlled by said manual switch control respectively and each including afront contact of 6. In railway switch controlling apparatus in- I eluding regular control means for effecting operations of a given switch to normal and. reverse positions, the combination comprising, an emergenor control device biased to a normal position but manually operable to a first and a second control position, emergency control contact means which becomes closed in response to operation of said emergency control device to'its first control position and which remains closed in response to a given trafiic condition by whichsaid regular control means is rendered incapable of effecting operations of said given switch, a time contact which becomes closed upon the lapse of a measured period of time in response to operation of said emergency control device to its second control position, and emergency control circuit means cluding regular control circuit means for efiecting operations of a given switch to normal and reverse'positions in response to operations of a given regular manual control device tonormal and reverse positions respectively, the combine?- tio-n' comprising, an emergency control device manually operable to a first and a second control position, an emergency control contact which becomes closed in response to operation of said emergency control device to its first control position and which remains closed if said regular manual control device is left in its normal or its reverse position, a time contact closed upon the lapse of a measured period of time after operation" of said emergency control device to its second control position, and emergency control circuit means controlled by said emergency control contact and b'y'said time contact for efiecting operations of said given switch.

8. In railway switch controlling apparatus including regular control means for efiecting operations of a given switch to normal and reverse positions, the combination comprising, an emergency control device manually operable to a first and a second control position, an emergency control contact which becomes closed in response to operation of said emergency control'device to its'first controlposition and which remains closed under a given trafiic condition which renders said regular control means incapable of effecting operations of said given switch; and emergency control circuit means controlled by said emerposition for efifecting operations of said given switch. 1

. 9. In railway switch controlling apparatus including regular control circuit means for effecting operations of a given switch tonormal and reverse positions in response to operations of a given manual switch control device to normal and reverse positions respectively, the combination comprising, an emergency control device manually operable to a first and a second control position, an emergency control contact device which becomes closed in response to operations of said emergency control device to its first control position. and which remains closedif said given mana given track switch'if said trafllc responsive, relay is energized and emergency circuits con-t 1 trolled by said repeater relay and'by a front contact of said emergency stick relay and also controlled by operation of said emergency control device to its second comtrol'position for elfecting operations of said given switch if said v traffic responsive relay'is deenergized.

bination comprising, a polarized repeater relay for said switch controlwdevicaa trafiic responsive relay energized under given trafiic condi tions but which becomes deenergizedunder other trafiic conditions, an emergency control device manually operable to a first and a second control position, an emergency stick relay which becomes energized in response to operation of said emergency control device to its first control position and which remains energized if said switch control device is left in 'one .of its control positions, normal and reverse circuits for energizing said repeater relay controlled by said switch control device in .its normal and reverse positions respectively and also controlled by a front contact of said trafiic responsiverelay.

connected in multiple with a front contact of said emergency stick relay, circuits controlled by said repeater relay for eflectin'g operations of 11. In railway switch controlling apparatus;

the combination comprising, an emergency con- 1 trol device manually operable to a first and a. g second control position, an emergency stick relay which becomes energized in response to operation of said emergency controldevice to its first control position under a given traflic condition which prevents regular control circuits from. efiecting and which then re-i said given traflic condiregular control circuits controlled in part H by a back contact of said emergency stick relay for efiecting operations of 'saidgiven switch to its normal and reversepositions, and emeroperations of a given switch mains energized under tion,

gency control circuits controlled in part by a front contact of said emergency stick relay and by operation of said emergency control device to its second control position for effecting operations of said given track switch under said given" traific condition.

RONALD A. McOANN. 

